Carlo and the Fisken Street Bridge at Bacchus Marsh

This is the story of the bridge over the Werribee River at Fisken Street, Bacchus Marsh.

At a Bacchus Marsh Shire meeting held in June 1907, the Shire Engineer reported that  - On 25th May, Mr. Catani, an engineer from Public Works Department, inspected the river Werribee from Fisken to Grant street in connection with the erection of a bridge. His report is not yet to hand. (1)

Carlo's report was presented to the Council on July 8, 1907 - 

Report respecting proposed bridge at Fisken street:--I visited Bacchus Marsh on Saturday, 25th May, and there met the President and the Engineer of the Shire, who drove me to the site of proposed bridge. At this place the river used to be only about 60ft. wide, and was spanned by a footbridge. It is now double the original width, and the depth has also considerably increased; and the footbridge has disappeared. Owing to the existence of a clay bank, and the existence of some trees on the south bank, the current has been diverted, and now infringes on the north bank, doing great damage to Mr.
M'Grath's property, where a vertical face of about 18ft. deep of rich but loose alluvial soil for the eight chains north of the site of the proposed bridge now exists. This vertical face, unless some effective protection is devised, at once, is certain to suffer more damage with the next flood. In the event of the Council deciding to erect a bridge in this locality there would be no advantage, in my opinion, of departing from the line of the road. A suitable bridge, in timber, meeting all requirements, could be built for £800. It would be wise, before the Shire undertook this work to obtain a complete indemnity from
Mr. M'Grath, and an undertaking that he would protect his frontage with timber and plantations to the satisfaction of the Council. Unless this is done, in a large flood the river might scour a new channel behind the north abutment of the proposed bridge; as it may be open to Mr. M'Grath to plead that the obstruction created by the bridge is the cause of the damage that his land is certain to suffer in the event of a heavy flood taking place. Signed, C. CATANI. (2)

Fisken Street footbridge, Werribee River, Bacchus Marsh, c. 1890-1905.

State Library of Victoria image H92.320/252

Action on Carlo's report was postponed to another time as no local ward councillors were present; and in fact there was no action at all for years. In January 1909, the Bacchus Marsh Express reported that -
In July, 1907, the Bacchus Marsh Shire Council received a report from Mr. C. Catani, Government Engineer, respecting the Fisken street bridge, and its consideration was postponed. It has never been touched since. Now that the east end of the town is reviving, and irrigation water may get there next year, the Shire Council should have Mr. Catani's report brought on gain. He advised that "a suitable bridge, in timber, meeting all requirements, could be built, on the site of the present road, for £800, and there would be no advantage in departing from that site, but as Mr. M'Grath's vertical bank, 18ft. deep, immediately above the bridge site, on its northern side, is certain to suffer unless some effective protection is devised, at once, he should carry out that work with timber and plantations, and indemnify the Council from any claim for damages." Both the bridge and the bank protection have been too long delayed. Now is the time to consider both. (3)

There was still no action and in November 1909 the Bacchus Marsh Express again reported on the issue - The ratepayers at the east end of Bacchus Marsh have only themselves to blame for the contemptuous rejection of all requests to have a bridge built at Fisken street. "They don't want it," they are told; and certainly they don't ask for it as they should do, with a cheque in one hand and a petition in the other. There is no need to go to the Public Works Department about a bridge in line of Fisken street. A Government engineer (Mr. Catani) reported on 25th May, 1907, and said a bridge could be built for £800. He said nothing about sheet piling, but said that Mr. M'Grath would have to hold the Council blameless for any falling in of his sheer down bank, which he should protect with timber and plantation to the satisfaction of the Council. (4)

Fisken Street footbridge over the Werribee River, c. 1890-1905. (5)  Photographer: N.J. Caire.

State Library of Victoria image H2014.184/177. This image has been cropped, see original here http://handle.slv.vic.gov.au/10381/288377

The need for a bridge over the river at Fisken Street was an on-going issue for the people of Bacchus Marsh. There had been a footbridge there since at least 1870 (6); in 1896 the Shire Engineer, Mr D. A. Little (7) noted that a bridge suitable for all traffic could be erected; he is reported as saying-  

I think the bridge itself, sufficiently strong for all traffic, could be built for £700; but the cost of protecting the banks must be added to my former estimate. The estimate in all would then be-Bridge, £700; sheeting, £150; metalling Fisken street, Bacchus Marsh side, £190; metalling road on Parwan side, from bridge to station, £385; total, £1,425. (8)

A vocal supporter of the bridge at this time was Mr Patrick McGrath, as reported in the Bacchus Marsh Express in December 1896 - 

Mr. P. M'Grath said he had uphill work with Fisken street bridge. They were told by a man who wrote to the Express that the bridge was not wanted. He could tell the east side of Parwan, and all the township people, that if they do not get the bridge they will lose their properties. There used to be a school and a church in that street, and there was a foot bridge there for 40 years. There must be some mystery in not having a proper traffic bridge there. That street had been neglected. There was no footpath, no trees, and everything was taken to the other parts of the Shire. That street was used by 200 children. Let them look at Mr. Wood's wine and spirit store closed up with grass growing at the door; in the centre of the township. The old post-office store closed, and what was the cause? The people had been hunted up Stamford hill, and the old township would have to follow them. The township had public buildings in the Shire hall and the Mechanics' Institute and Manning's hotel, a credit to any town in the colony, and

were they going to lose them all for the want of a bridge in Fisken street? If the Council would only put on the minutes what money it wanted as a contribution to the bridge he would guarantee to collect it, or do his best at any rate. He could get all the money wanted to put up the bridge on loan. He proposed to collect £150 at once. (9)

Ten years later, nothing had been done and Mr McGrath wrote the following letter to the Bacchus Marsh Express in March 1906  

I have seen paragraphs in the Express about a traffic bridge in Fisken street, and as I am mentioned as one of the promoters of it I think it is only fair that I should explain some of the reasons why the bridge should be there. When the Corporation yards were started it was understood that there would be a traffic bridge in Fisken street to take the traffic of cattle, sheep, and horses, from the main street to the Corporation yards. Anyone walking in Grant street at 9 o'clock, and seeing the traffic of milk carts going to the two factories, and buggies end cabs, and the footpath lined with people going to the station, also children going to school, will see that the Shire Council, or even the Police, should not allow a mob of bullocks or flocks of sheep to be driven among that traffic. The remedy is to take those cattle and sheep across a bridge at Fisken street, either to the saleyards or to the railway station, or the roads on the south of the Werribee. The residents at the eastern end of the Shire, on both sides of the river, have refrained too long from pressing their claim to a traffic bridge in so central a position as Fisken street. There is traffic enough for two bridges, and it is not safe to be depending upon only one road across the river to the railway station. (10)

Patrick McGrath was a farmer at Parwan, who was born in Limerick, Ireland and arrived in Melbourne in 1854. When he died in 1913, at the age of 87 his obituary noted that  Mr. M'Grath was a member of the old Water Trust, and a great advocate of Fisken street traffic bridge. He also took a prominent part in St. Patrick's Society. He helped the Farmers' Society wonderfully in its early years in its present yards, when every supporter was most valuable...A very worthy colonist, who did his share to help all local institutions. (11)

Women walking on rope suspension bridge, probably the Fisken Street Bridge over the Werribee River at Bacchus Marsh. 

This may be 1906 as in September 1906 it was reported that - In the Werribee and Lerderderg rivers there was yesterday a higher flood than that of last week. The bank on the north side of the river at Fisken street fell in, and the suspension bridge collapsed. (12) 

State Library of Victoria image H92.320/177

It was a year after Mr McGrath's March 1906 letter that Carlo inspected the site, and wrote his report,  as you read above. But even Carlo could not get the Bacchus Marsh Shire to budge on this issue, even though it came before Council on a number of occasions. (13)  

There was a footbridge there, as we noted before, from around 1870, which collapsed in 1906 (14), but was obviously replaced as in September 1916, the Melton Express reported that the residents had again lost their pedestrian bridge at Fisken Street -

The swing bridge over the Werribee river at Fisken street was wrecked by the flood last September, and no attempt has been made to provide a crossing of any kind for the number of people who used the bridge as a means of communication with the town. The sole reason why nothing has been done is that the Shire is as low down in funds as the bed of the river; but it could, at least trim the banks, and provide two or three planks, with a handrail, with the necessary notice that persons cross at their own risk. It would serve the purpose until funds are available to erect a permanent structure, either for foot traffic or vehicular traffic-the latter preferred. (15)

The destruction of the suspension bridge proved to be a blessing in disguise for the Bacchus Marsh community as Council finally had their engineer, Mr S. Le Cocq (16), draw up plans for a new bridge - and in December 1917, ten years after Carlo presented his report on the matter, the Melton Express could finally report some good news - 

The long-agitated for Fisken street bridge is now open for traffic. For a number of years a suspension bridge for foot passengers only, has served the purpose here; and a number of times has it fallen a victim to floods, the final being in Sept. of last year. The Bacchus Marsh Shire Council had the alternative of re-erecting this suspension bridge, or launching out on a traffic bridge; the latter was decided on, and the present structure the result. The work has been well carried out by Contractor Jenkin, who also erected the concrete bridge on the main road. The Fisken street bridge is 206 feet long (an extension of 44 feet on the original contract), and 12 feet wide. Cost, about £600. The gravel beams have yet to be tarred, and the hand-rails painted; after which it will have a more finished appearance. If floods will only keep in the background, the structure should stand for years. The bridge will prove a great convenience, especially in diverting the cattle traffic from the main streets, when travelling to and from the railway station and market yards. (17)

Sadly, Patrick McGrath never got to see the Fisken Street bridge, and Carlo had by then retired from the Public Works Department (18). Also, sadly, I cannot find any photographs of the bridge.

In 1934, the bridge was condemned and closed to traffic for a number of months for repairs (19). Then, eighteen years later at about midnight on Monday, June 16, 1952 (20) the Fisken Street bridge was wrecked by a flooded Werribee River, along with the Parwan Creek bridge on the Woolpack Road.  This meant that the only remaining bridge for north-south traffic over the Werribee River is the Grant Street (Geelong Road) bridge the south abutment of which was seriously undermined by the flood. (21)

In October 1952, the Country Roads Board gave the Bacchus Marsh Shire a grant for bridge and road repairs but as Mr Bond, the Shire Secretary noted - 

The problem in connection with the Fisken Street and Parwan Creek bridges would be to get them built. There was a dearth of bridge contractors and skilled laborers, as so many bridges had been damaged throughout the State. This problem would not have to be faced for some six or eight months, until elaborate plans had been drawn. The new Fisken Street bridge would be of steel and concrete, 12 feet wide, with wooden decking. (22)

By November 1954 it was reported that slow but steady progress was being made on the new bridge; I don't have an opening date, but I presume it was in 1955 (23). It seems to have been replaced in 1979 by the existing bridge. (24)

The Fisken Street bridge under construction in July 1954. 

The date of the destruction of the old bridge is incorrectly listed as February 1951; it was actually June 1952.

Bacchus Marsh Express July 17, 1954 https://trove.nla.gov.au/newspaper/article/262633348

Trove list - I have created a list of articles on the Fisken Street bridge, access it here.

Footnotes

(1) Bacchus Marsh Express, June 15, 1907, see here.

(2) Bacchus Marsh Express, July 13, 1907, see here.

(3) Bacchus Marsh Express, January 9, 1909, see here.

(4) Bacchus Marsh Express, November 13, 1909, see here.

(5) Identified as the Fisken Street Bridge by the Bacchus Marsh Historical Society - they have the photo on their Facebook page. The State Library of Victoria has it labelled as Views Around Bacchus Marsh.

(6) West Bourke & South Grant Guardian, January 8, 1870, see here. The Bacchus Marsh and  Maddingley Road District was asking for tenders to repair and strengthen the Werribee footbridge at Fisken Street. 

(7) David Armstrong Little was appointed the Bacchus Marsh Shire Secretary and Engineer in 1886; in 1909 he was appointed to the same position to the Shire of Melton. This was an acting role due to the death of the previous incumbent,  Mr James Dickinson. Mr Little resigned from both roles in 1914. when he was appointed to the same role at the Shire of Werribee. He died in 1926, aged 62. See various articles in my Trove list, here, and his obituary in the Werribee Shire Banner, April 8, 1926,  here.

(8) Bacchus Marsh Express, November 14, 1896, see here.

(9) Bacchus Marsh Express, December 19, 1896, see here.

(10) Bacchus Marsh Express, March 17, 1906, see here. 

(11) Bacchus Marsh Express, July 5, 1913, see here.

(12) Bacchus Marsh Express, September 15, 1906,  see here.

(13) See articles in my Trove list, here. 

(14) Bacchus Marsh Express, September 15, 1906,  see here.

(15) Melton Express, February 10, 1917, see here.

(16) Samuel Le Cocq - appointed in 1916 as the Bacchus Marsh Shire Engineer; he had previously been the Town Clerk for the Borough of Portland and before that worked at the Bellarine Shire, the Lexton Shire and the Charlton Shire. He left Bacchus Marsh in April 1919. He left Australia in 1926 to return to the Channel Islands, where he was born. Source: see articles in my Trove list, here. 

(17) Melton Express, December 1, 1917, see here.

(18) https://carlocatani.blogspot.com/2022/11/richard-fiddes-brown-1876-1936.html

(19) See articles in my Trove list, here. 

(20) Bacchus Marsh Express, June 21, 1952, see here.

(21) Bacchus Marsh Express, July 19, 1952, see here.

(22) Bacchus Marsh Express, October 18, 1952, see here.

(23) Bacchus Marsh Express, November 13, 1954, see here.

(24) This is a screen shot from a You Tube video - Fisken Street bridge pipeline replacement by Southern Rural Water - 

https://www.youtube.com/watch?v=_nR8nJff-OA

Bridge at Gilbert's Ford, Middle Creek, Yinnar

Carlo Catani was involved with the construction of many bridges in the State and he had a small role in the eventual building of a bridge across Middle Creek at Gilbert's Ford in Yinnar, in Gippsland. 

The community had been agitating for this bridge for some time as the ford was dangerous. In 1898 the Morwell Council had applied for money for the bridge but had been unsuccessful (1). 

A report in the Morwell Advertiser in August 1899 noted the danger the ford presented -
On Tuesday evening, last week, Mr. J. Cahill, of Jumbuck, and a man who was working for him, narrowly escaped being drowned. It appears they were returning from work both mounted on a heavy draught horse. All went well till they reached Gilbert's Ford across Middle Creek, which, in consequence of the recent heavy rains, was running a banker. At one side of the ford a large log is lying in the creek and the force of the water running underneath has excavated a large hole, and whilst crossing the ford the horse Cahill and his man were riding, fell into the hole and threw both men over the log into the current. Cahill, with much difficulty, managed to reach the bank in an exhausted state, after being carried down the stream about three chains. His man, however, was carried about eight 
chains down, and just when he thought it was "all up," or rather "all down" with him, he managed to lay hold of some support and eventually reached the bank in safety, but exhausted and bruised. This is the same spot where Mr. W. Tulloch met with an accident about two years ago, when his horse and hearse were stranded in the creek, the former being drowned whilst the latter remained under water for two days. Other accidents have also occurred at the same place, and it is quite evident a bridge is urgently required to replace the ford, which is very dangerous, and most unsafe for crossing when the creek is high, and it is to be hoped the local shire council will consider the matter at an early date and get their engineer to report on the matter before any lives are lost (2).

In July 1900, it was reported that for some time past the local council have been endeavouring to impress upon the Public Works Department the urgent necessity of having a bridge erected at Gilbert's ford, and other necessary work carried out immediately, and brought such pressure to bear, that Messrs Catani, engineer for Public Works, and Reed, Surveyor-General, visited Morwell yesterday (3). 

Morwell, c. 1890 - it would have looked much the same when Carlo visited in July 1900

Photographer: W.H. Ferguson. State Library of Victoria Image H85.162/2

The Morwell Advertiser reported on this visit of Carlo and Joseph Reed, and started with a description of Gilbert's Ford -
"Gilbert's ford" is becoming quite famous, and if its whole history was written it would certainly be interesting as well as exciting, and if a verbatim report of what Mr. Bryson and others have said regarding it was included, its history would be most thrilling. This ford, known as Gilbert's, is one across Middle Creek, between Messrs Walker's and Bryson's properties, and directly in front of Mr A. Gilbert's gate, about ten miles from Morwell, and five from Yinnar. When the creek is in a normal state the water at the ford is about half a chain in width and shallow, but being at the foot of a range of hills the water comes down in a body after heavy rain, and in the space of an hour or two the water will rise from a depth of 18 inches to nearly as many feet, making it quite impassable for traffic, and in consequence suppliers to the Middle Creek creamery have been unable to deliver their milk for several days, being completely cut  off.

The report continues -
The matter was repeatedly brought under the notice of the local shire council who recognised that a bridge was necessary. Steps were taken to have the work placed among the first and most urgent works so be carried out under the Special Grant, but for some reason or other the Public Works department "wiped it out." The people interested were naturally much disappointed whilst the council were indignant and eventually brought such pressure to bear that Mr. Catani, engineer for public works and Mr. Reid, Surveyor-general, visited Morwell on Thursday last week, and in company with the council, were driven out to the ford in P. Dunbar's drag (4). 

Because this is a blog devoted to Carlo, I will reproduce some more of the report, which mentions him by name, even though it is not strictly relevant to this story - 

Messrs Catani and Reid arrived by the mid-day train, and at 1 o'clock a start was made for the ford. The route taken was along the ridge to the Hazelwood Cemetery, where a road to the left leading to Billy's Creek was taken. The visitors were so taken up with maps, plans, etc, that they did not notice the scenery whilst travelling along the ridge. They, however, "pricked up their ears" when they reached Mac's flats. The road between Macmillans' properties is in a bad state and Mr. Catani remarked that poor land made the best roads. They then began to admire the flats and made several inquiries as to what would be a fair rental. Someone mentioned there was a rumor that the flats were to be cut up into small holdings and the land would be worth something between 10s and £1 per acre, Mr. Catani referred to rents that were paid in the Western district, and thought anything under £1 would not be out of the way. One councillor remarked that he was getting 12/9 an acre rent for similar land. 

Mr. Catani drew attention to the fact that the banks of the creek were higher than the land a couple of chain away. This was accounted for by the wash in flood time remaining on the bank, and a councillor stated that by putting sand-bags in the creek, the whole of the adjacent flats could be irrigated. Soon after, a farm house was passed, and Mr. Catani said "I'll bet you that is a rented place, you can always tell them. Buildings are allowed to go to wreck and other matters neglected." A councillor said Mr. Catani was correct, and that the place was let (5).

When the party arrived at the ford - Mr. Catani was not long in "grasping the situation," and as soon as he saw the place said "you shall have a bridge here," and then pointed out the spot where the bridge should be placed. Of course this satisfied the council, and Mr. Gilbert's satisfaction was likewise expressed upon his face (6). The party then continued on to Yinnar  for other inspections and then Carlo and Mr Reed boarded the train at Yinnar, which took them to Morwell, from where they returned to Melbourne, 

You would think the recommendation for the bridge by Carlo, Chief Engineer of the Public Works Department, would be enough for the work to be funded and started immediately, however in October 1899, members of the community had to bring the matter up with the Council again and it was reported that Messrs A. Gilbert, Bryson, Heesom and Walker waited on the council in connection with having a bridge erected across Middle Creek, at the place known as Gilbert's Ford (7). 

Or as the Morwell Advertiser reported the summer came and went and so did winter, during which the same old trouble had to be faced by the residents. When the last allocation was applied for it was placed on the list as one of the most urgent, but the recommendation of the council was simply ignored and when the list was returned "Gilbert's bridge" was not among the works to be carried out (8). 

In October 1901 a deputation from the Morwell Shire met with the Minister for Public Works and they represented the case in such an able and forcible manner that, we are glad to learn, it had the desired effect, and money has now been set aside for the erection of bridge referred to (9). The money became available in early 1902 (10). 

Middle Creek in flood, June 11, 1909. Photographer: Martin Walker.

Image: Gippsland and Regional Studies Collection, Federation University

http://researchonline.federation.edu.au/vital/access/HandleResolver/1959.17/80866

A tender was advertised in February that year for a Timber Pile Bridge at Gilbert's, Middle Creek. It was re-advertised  in March (11) and the bridge was built, but I have no information about when it was constructed.  

Sadly, in June 1909 in the worst floods in 16 years, four bridges on Middle Creek, including the one at Gilbert's Ford was washed away (12). The community not only lost their bridges but the old ford, used before the bridge was erected, is covered with debris, and the Messrs Gilbert Bros., and others on the same side have to go by way of Whitelaw's Track to reach Yinnar (13). The ford was eventually cleared, but it does not appear that the road bridge was rebuilt.  

Debris in Middle Creek after the June 1909 flood. Photographer: Martin Walker.

Image: Gippsland and Regional Studies Collection, Federation University

http://researchonline.federation.edu.au/vital/access/HandleResolver/1959.17/80745

However, in 1917 the Morwell Shire Engineer prepared specifications, etc.for a timber foot bridge over the Middle Creek, near Gilbert's Ford (14). Fifteen years later, in November 1932, the Council moved a motion that an application be made to the Country Roads Board for  a grant for a bridge with concrete piers and timber top  to be erected at the ford (15); in March 1934, a motion at a Council meeting was moved to ask the Country Roads Board to inspect the proposed bridge site across Middle Creek now known as Gilbert's ford (16). 

A year later, in  March 1935, the Council received a letter from James Gamble and A. C. Gilbert asking for a bridge at the Middle Creek Ford owing to danger and inconvenience, also asking for repairs to footbridge (17).  This was referred to Country Roads Board (CRB) and they responding promising an inspection of Gilbert's Ford. The visit was reported in May 1935 and the visit produced the good news that they [the CRB] were prepared to allocate portion of the money for a bridge, provided the Council and the settlers contribute portion of the cost (18). In the June the CRB approved the plans and specifications for the bridge and gave the Council permission to commence the works (19). 

Again  I have no information as to when the bridge was opened, but the local residents must have been overjoyed to once again have a bridge at Gilbert's Ford. There is a small reserve near the bridge, originally called Yinnar South Reserve, but now known as Martin Walker Reserve. Martin Walker was a farmer at Yinnar South and a Morwell Shire Councillor for many years from 1924 until the 1970s. He died in 1977, aged 85.  He was also a photographer and some of his photographs are at the State Library and some at the Gippsland and Regional Studies collection at Federation University at Churchill. Two are shown in this post. (20). 

Acknowledgment - The photographs by Martin Walker in this post were found on the Gippsland History Facebook page, see here, posted by the Friends of the Gippsland and Regional Studies Collection Facebook group, see here. The information on Martin Walker was also from the Gippsland History Facebook page, see footnote 20. 

Trove list - I have created a list of newspaper articles on the bridge at Gilbert's Ford, access it here. 

Footnotes 

(1) Morwell Advertiser, January 10, 1902, see here. 

(2) Morwell Advertiser, August 25, 1899, see here. 

(3) Morwell Advertiser, July 27, 1900, see here.

(4) Morwell Advertiser, August 3, 1900, see here.

(5) Ibid

(6) Ibid

(7) Morwell Advertiser, October 13, 1899, see here. 

(8) Morwell Advertiser, January 10, 1902, see here. 

(9) Ibid

(10) Ibid

(11) Morwell Advertiser, February 14, 1902, see here;  Morwell Advertiser, March 21, 1902, see here. 

(12) Morwell Advertiser, June 18, 1909, see here. 

(13) Ibid

(14) Gippsland and Mirboo Times, April 5, 1917, see here. 

(15) Morwell Advertiser, November 17, 1932, see here. 

(16) Morwell Advertiser, March 22, 1934, see here.

(17) Morwell Advertiser, March 21, 1935, see here. 

(18) Morwell Advertiser, May 23, 1935, see here. 

(19) Morwell Advertiser, June 20, 1935, see here.

(20) Information on Martin Walker from a post on the Gippsland History Facebook site, by Helen Martin, posted April 14, 2020. 

Carlo and the bridge over the Glenelg River at Casterton

In October 1897, The Argus reported that

Application having been made by the Glenelg Shire Council to the Public Works department for a subsidy towards the erection of a new bridge over the Glenelg at Casterton, Mr Catani, chief engineer to the department, inspected the bridge on Tuesday morning, in company with the president and engineer of the Glenelg shire. The traffic over the bridge is of intercolonial importance. The old bridge has been condemned for heavy traffic for some time past. The estimated cost of a new bridge is about £1800. (1). 

The next day The Age also reported on the matter - 
Mr. Catani, engineer of roads and bridges connected with the Public Works department, visited Casterton to-day for the purpose of making an official inspection of the bridge over the Glenelg which it is proposed to replace this season by a new structure. Plans recently prepared by the shire engineer were submitted to Mr. Catani, who seemed impressed with the urgent need for the work. The patching up of the old bridge has been going on for years, and for some time past it has been regarded as so insecure that notice boards have been posted on each end warning carriers against crossing with loads exceeding four tons. (2). 

At the Glenelg Shire Council meeting of November 19, 1897, the motion was passed to call for tenders for the new bridge (3) and at the December meeting it was reported that five tenders were received...and that of Burgess and Sons, of Digby, £1135, was accepted (4). 

A month later in January 1898 the Shire Engineer, William Henry Scott (5) reported to the Council meeting that -
A consignment of piles for the new bridge at Casterton had been delivered, and it was expected that work would be commenced within about 10 days (6). The Age noted that on February 14,  the first pile of the new bridge over the Glenelg River at Casterton was driven today by the contractors, Messrs. Burgess and Sons. (7).

In mid-April, the Hamilton Spectator, had this update the contractor for the new bridge over the Glenelg is making fair progress, but is hampered by the difficultly of obtaining the necessary teams to deliver the big timber. The long drought has helped them considerably, and the hope to have the heaviest portion of the work completed before the river begins to run (8).

The bridge was completed towards the end of June and officially opened on July 7, 1898 by the wife of the Shire Engineer, Mrs Scott and after the opening ceremony the President will entertain his colleagues and the contractors at a dinner at Mrs. Schofields hotel (9). The Weekly Times reported that a public demonstration was held to celebrate the event (10), by which I presume they mean a celebration and not a protest.

The Casteron Bridge, the plans of which had been approved by Carlo Catani.

The building is the Bridge Inn, there is more about this hotel, below.

Photographer: Rose Stereographic Co. State Library of Victoria Image H32492/2820

In 1918, the bridge was twenty years old and it was re-decked -
The work of re-decking the bridge over the Glenelg at Casterton, which had been in progress for about five weeks, was completed yesterday. The re-decking of the bridge involved the taking up of 2,000 feet of old timber, and replacing it with a like quantity of now stringy bark planks 8in. x 4½in., and the work of removal and replacing was necessarily delayed through it being carried on with-out interruption of traffic over the bridge, which on the contrary frequently interrupted the re-decking operations. An excellent job has been made, by the men engaged, with Mr J. Davis as foreman, acting under supervision of the Shire Engineer (Mr F. A. Wilson), and it is gratifying to learn that it was found in connection with the re-decking work, that the beams, piles, and other wood-work of the main structure were thoroughly sound, and apparently in as good condition as when the bridge was erected nearly 20 years ago, under, direction of a former Shire Engineer, Mr W. H. Scott. The new deck provides smooth going for traffic, and it is expected that it will, like its predecessor, stand for about 20 year's wear. The cost has not yet been fully computed, but is expected to be below the Engineer's estimate.(11).

This was the third bridge over the Gleneng River at Casterton - the first one was a low-level structure, known as Kirby's bridge, built in the 1850s. The second bridge was built in 1867, a high-level bridge down stream from Kirby's Bridge. The 1898 bridge was replaced in1937 by a concrete bridge, opened by the Governor of Victoria, Lord Huntingford, on December 2, 1937. On the same day, Lady Huntingfield opened the remodelled Hospital at Casterton (12).

On a side note - the photograph, above, shows Mohr's Bridge Inn. Samuel and Myrtle Isabel Mohr are both listed in the Electoral rolls at Casterton as hotelkeepers from 1914 until 1919. In October 1919, the Bridge Inn closed as it had been deprived of its license at a Licences Reduction Board hearing, because it was considered not necessary for the convenience of the public or the requirements of the locality (13).  The owner was compensated £735 and the licensee £150. The building was reported to have been sold for removal (14). As a matter of interest the Hamilton Spectator reported in July 1898 - The will of James Doyle, late of Carapook, farmer, has been filed. The estate is valued at £8641, which is left to the widow for life, and to be distributed amongst the children subsequently. There is a special clause in the will instructing his executors to sell his property, the Bridge Inn at Casterton, as he did not wish any of his children to engage in the trade of a publican (15). 

And so ends the story of the only connection I can find between Carlo and the town of Casterton.

Trove list - I have created a list of articles on the 1897 bridge at Casterton and the Bridge Inn, access it here. 

Footnotes
(1) The Argus, October 20, 1897, see here.

(2) The Age, October 21, 1897, see here.

(3) Hamilton Spectator, November 20, 1897, see here.

(4) The Age, December 17, 1897, see here.

(5) William Henry Scott, Glenelg Shire Engineer from March 1892 until June 1909.  His wife, who officially opened the bridge was Marion Louisa Balfour Scott (nee Wilson). After leaving Casterton they moved to Gisborne Street in Elsternwick. William died August 14, 1919 aged 80 and Marion died October 20, 1924 aged 82.They are buried at Brighton Cemetery. 

Information about his service at the Glenelg Shire from Shire of Glenelg Centenary 1863-1963:One hundred years of progress (Glenelg Shire, 1963)

(6) Hamilton Spectator, January 20, 1898, see here.

(7) The Age, February 15, 1898, see here.

(8) Hamilton Spectator, April 19, 1898, see here.

(9) Hamilton Spectator, June 30, 1898, see here.

(10) Weekly Times, July 16, 1898, see here.

(11) Casteron News, January 17, 1918, see here.

(12) Information of the earlier bridges is from  Shire of Glenelg Centenary 1863-1963:One hundred years of progress (Glenelg Shire, 1963), p. 19.

Report of the opening of the 1937 and the visit of Lord and Lady Huntingfield to Casterton is from The Argus, December 3, 1937, see here.

(13) The Age, March 18, 1919, see here. 

(14) The Age, October 2, 1919, see here.

(15) Hamilton Spectator, July 12, 1898, see here.

Carlo and the Princes Bridge, Melbourne

Princes Bridge, over the Yarra River at Swanston Street, was officially opened on October 4, 1888. The Public Works Department engineer involved with the project was Frederick Hynes and the assistant engineer was Carlo Catani. Frederick Margarson Hynes, was born February 23, 1842 and joined the Civil Service on July 21, 1873, having previously worked for the Great Indian Peninsular Railway Company.   His official role at the time of the bridge opening was Engineer for Roads, Bridges, Harbours, Jetties and Coast Works. Frederick died at the young age of 49 on January 1, 1892 and in November of the same year, Carlo was appointed to his role (1).

The new Princes Bridge, c. 1887-1888. Photographer: Charles Rudd.

State Library of Victoria Image H2018.282/30

This post looks at the opening of the bridge as presented by articles in The Argus, The Age and The Herald.

The Argus reported on the opening -
The new Prince's bridge was formally opened for traffic at noon yesterday by Mr. J. Nimmo, M.L.A., the Commissioner of Public Works, in the presence of a large gathering of spectators, including the mayors and councillors of the municipalities which have contributed to the cost of the structure - Melbourne, South Melbourne, Prahran, St Kilda, Brighton, Malvern, Caulfield, und Moorabbin - representatives of the tramways trust, and officers of the Public Works department. The proceedings were brief and formal, the municipal representatives passed over the bridge in open carriages, after which Mr. Nimmo declared it to be open for traffic, and congratulated the majors and councillors on the successful completion of the structure, which was a credit to all concerned - the Government and the municipalities who had provided the means, the designer, the contractor, the workmen, and the officers of the Public Works department.

The Commissioner of Public Works afterwards entertained the municipal representatives and a large party at luncheon in the supper room of the Melbourne Town hall. There were about 100 present. Mr Nimmo presided, and on his right were the Mayor of Melbourne (Alderman Benjamin), Mr W. Westgarth, Mr Bent, M. L. A.,(mayor of Brighton and president of the shire of Moorabbin), Mr. D. Munro (2) (the contractor for the bridge), Mr. Munro, sen., and Mr E. G Fitzgibbon (town clerk of Melbourne), on the left of the host were the mayor of South Melbourne (Mr T. Smith), the mayor of Prahran (Mr. H. Osment), the mayor of St. Kilda (Mr S.E. Jeans), the president of the shire of Malvern (Mr A. E. Clarke), and the president of the shire of Caulfield (Mr J. Ballantyne). The engineer who designed the bridge, John Henry Grainger, of Jenkins & Grainger (3) was not present.

At the luncheon Mr Nimmo read a detailed report, which was provided to the Press, on the history of the bridge and it included the following information - The cost of the bridge is contributed as follows :- The Government, one third ; City Council of Melbourne, one third ; City of South Melbourne, £10,000 ; City of Prahran, £10,000 ; Borough of St Kilda, £10,000 ; Shire of Malvern, £2,500 ; Borough of Brighton, £2,000 ; Shire of Caulfield, £2,000 ; Shire of Moorabbin £1, 000.

The report also listed the names of the officers of the Public Works department who have been engaged on the works of the new Prince's bridge are as appended: - W. H. Steel, inspector-general ; W. Finlay, superintending officer ; F.M. Hynes, engineer ; C. Catani, assistant engineer ; J. Bell, inspector masonry, killed by falling into the coffer-dam in August 1887 (4) ; J. Bowman, inspector of masonry ; D.E. Spence, inspector of iron works ; J. Middleton, assistant Inspector of iron works.

Princes Bridge over the Yarra, undated.

State Library of Victoria Image H141992. SLV have this incorrectly dated as c. 1885.

There were a number of toasts including one to Mr Munro. The Age reported his response - 
Mr. David Munro, in replying, said the work had been well carried out, and had proved 
financially satisfactory to his firm, though he had encountered many difficulties at first. Finding a combination of quarrymen against him, he had secured quarries of his own, and finding that the Railway department had not sufficient rolling stock, he had purchased about 150 trucks from the South Australian Government and from other places outside the colony. He had found much trouble in getting granite blocks of the size he had required, and had procured them from Harcourt, beyond Castlemaine. He now found that there was a large supply of granite within 12½ miles of Melbourne and he strongly recommended its use. He thanked the company for drinking to his health, and he expressed his obligations to the officers of the Public Works department for the courtesy they had shown him, and for the assistance they had given him in carrying out the work.

Mr Munro, senior also responded to the toast. The Age reported that that he remarked that  that the work of the bridge was as well executed as it possibly could be by the hand of man. The Argus reported that he said -  

As an old mechanic he could testify to the excellence of the materials and workmanship in the construction of the new Prince's bridge. The erection of the bridge had involved the establishment of workshops extending over seven acres, and fitted with the best appliances that could possibly be secured.

Princes Bridge, Melbourne, c. 1890s.  Photographer: William H. Cooper. 

State Library of Victoria Image H90.132/5

The bulk of the reports in The Argus and The Age consisted of a political speeches and a detailed history of the planning and construction of the bridge, which took ten years. The report, is an interesting look at the process and the number of Government bodies involved with the works. This is from The Argus  - 

On the 22nd July 1878 the City Council of Melbourne passed a resolution, undertaking to be liable for one third of the cost of a new bridge, in the line of Swanston street. On the 9th August, 1878, at a deputation to the Government on the subject, the City council was informed that the Government would also contribute one-third, and provision was made on the Estimates for £350 for competitive designs of the new bridge. On the 12th Feb, 1879 the Inspector-General of Public Works recommended that the position, lines and width of the river at the site of the bridge should be decided on before the plans of the bridge were prepared. 

On the 3rd April, 1879 at the urgent request of the Mayor of Melbourne, the Minister of Public Works decided that competitive designs be invited at once, leaving the width of river and the position of bridge to the judgment of the competitors. On the 8th April, 1879, competitive designs for a new bridge, over the Yarra in line of Swanston street were invited to be sent in by the 17th June, the author of the first approved design to receive a premium of £200 and the author of the second £100.

In July 1879 a board was appointed to select the two best designs, consisting of Messrs J. H. Patterson, M L.A , Minister of Public Works (chairman) ; Joseph Storey, M. L. A., Major of Melbourne ; John Holtom, city councillor of Melbourne; John Boyd, mayor of Emerald Hill ; W. H. Steel inspector general of Public Works ; and Edward Turner, engineer of roads and bridges, Public Works department. On the 1st August, 1879, the board awarded that the designs bearing the mottos " Premier " and "Albert Edward" were the first and second respectively, and on opening the letters bearing these mottoes the first bore the names of Messrs. Jenkins and Grainger, and the second those of Messrs Temperley Edwards and A. M. Henderson (5).

On the 21st July 1879, the Inspector-general of Public Works represented that the measures for improving the river and removing the Falls reef (6) so as to give relief from floods, should precede or be included in the scheme for the new bridge, and it was decided to refer the question to a professional board, so as to have the width, depth, and lines of the river, and also the site of the new bridge definitely fixed. This board (usually termed the bridge board) was formed in May, 1880, and consisted of Messrs W. H. Steel, inspector general of Public Works (chairman) ; T. Higinbotham, engineer-in-chief of Railways ; W. Elsdon, engineer Railway department ; Joseph Brady, engineer Harbour Trust ; John Nimmo, M.L.A., ; A. K. Smith, M.L.A., ; W. C. Watts, city surveyor, Melbourne  and Sydney Smith, town surveyor, Emerald-hill ; with Mr E.G. Fitzgibbon as hon. secretary. 

On the 3rd September, 1880, the board reported, giving the definite width, depth and lines for the river, advised the removal of the reefs, fixed the site of the new bridge, and recommended that the bridge be gone on with. On the 16th September, 1880, the Minister of Public works directed that the bridge be proceeded with in accordance with the report. On the 20th October, 1880, as the engineer-in-chief of railways asked that additional width be given to Flinders-street station ground over that afforded by the lines recommended by the board, the Minister asked the board to meet and consider the question ; and on the 10th December, 1880, the board reported to the effect that if the Government considered the additional ground worth the cost that would be entailed there was no objection. On the 19th January, 1881, the new line of the north side of the river, as desired by the Railway department was therefore adopted. In the condition of competition it was provided that the author of the first design might be requested to prepare the working drawings of the bridge, and Mr. J.H. Grainger, having represented that such design was prepared by himself, applied to be entrusted with their preparation, and that was accorded to on March 10, 1881.

On the 22nd November 1881, the plans were completed by Mr. Grainger. on the 26th January, 1882, the plans were forwarded to the City Council and approved, and afterwards forwarded to Emerald-hill Council. On 19th May, 1882, the Minister of Public Works asked the board to again meet and report, as it was stated that the views of the Railway department as to the extent of ground required for station purposes had now been modified. In May 1882 Messrs R. Watson, W.H. Greene, A.J. Skene,and W. Cain were added to the board, as Messrs T. Higinbotham and A.K. Smith had died, and Mr W.Eldson had resigned. On the 30th May, 1882, the board, after ascertaining the views of the Railway department, reported and recommended that the original line of river and site of bridge referred to in the report of 3rd September 1880, should be adhered to. On the 8th August, 1882, the board again reported, fixing the gradient for the north approach to the bridge so as to give head-way for the railway traffic under the structure.

The above reports were approved, and Mr. Grainger was directed to make the necessary alterations to the plans of the bridge consequent on the change of the site. On the 18th August, 1882, at the request of the City Council, a roadway 24ft wide was provided for on the south bank of the river, and granite of bluestone was substituted for Stawell stone in the facework masonry of the bridge. Tenders were invited for the new bridge, exclusive of the south approach, on 21st March 1883, and the tenders were opened on June 7, 1883. The lowest, £128,000 was not accepted, being considered too high. On the 9th August, 1883, Mr Grainger received the balance of his commission for the preparation of the plans of the bridge, and his connection with the department and the work of the bridge then terminated.

On the 31st August, 1883, it was reported by the inspector-general that, in view of the occurrence of a flood while the piers of the new bridge were being built, it was necessary that a temporary bridge be erected and the old Prince's bridge removed, so that an outlet might be had by removing part of the roof under the old bridge. This was approved by the Minister of Public Works on October 12, 1883, and tenders were invited for the erection of a temporary timber bridge and the removal of old Prince's. These tenders were opened on November 1, 1883, and the contract was taken by Mr W. Halliday for £6,695, and was completed about August 1, 1884. The year 1884 and the early part of 1885 appear to have been occupied in negotiations between Mr. Deakin, Minister of Public Works, and the various local bodies south of the Yarra, with reference to the amounts to be contributed by them towards the remaining one-third of the cost of the bridge. 

It was decided that when fresh tenders were invited the work should include the south embankment, and the widening and deepening of the rivers adjacent to the bridge. The preparation of the plans of the south embankment, the widening and deepening of the rivers, and the modifications of the plans of the bridge rendered necessary by the cable tramway passing over it, were now entrusted to Mr. F.M. Hynes, C.E., of the Public Works department. On the 29th May, 1885, tenders for the new bridge were invited, and the tenders were opened on the 27th August 1885, the lowest being that of Mr. David Munro for £136,998. The contract was signed on November 16, 1885.

Reports of the opening - The Argus, October 5, 1888, see here; The Age,  October 5, 1888, see here and the Herald October 4, 1888, see here.

Some of the people involved with the project and other footnotes
(1)  Frederick Hynes - Statistical Register of the Colony of Victoria, 1890, see here and The Argus, January 2, 1892, see here

'

Carlo appointed Engineer for Roads, Bridges, Harbors, Jetties and Coast works to

replace the late Frederick Hynes.

Victoria Government Gazette November 25, 1892, p. 4340.

(2) Contractor - David Munro (1844-1898). Read his Australian Dictionary of Biography entry, by Michael Cannon, here.

(3) Bridge designer - John Harry Grainger (1854-1917) - read his Victorian Collections story, here. the story also has images of the bridge design and decoration. Jenkins and Grainger - J. S. Jenkins - he was an architect and surveyor and in partnership with Grainger for a time, but the Princes Bridge design is considered to be Graingers. John Shanks Jenkins  died March 19, 1913 aged 78 at his home 546 Swan Street, Richmond. An obituary said that he was one of the oldest municipal engineers in Victoria and was a councillor and ex-Mayor of Richmond.  His daughter, Constance, was an artist - read about her, here. [Source - death notice The Argus, March 22 1913 see here; obituary The Argus, March 22, 1913, see here.]

(4) John Bell - masonry inspector -  the man who fell into the coffer dam. He sadly died on August 17, 1887 two days after the fall. Mr Bell, aged 54,  had been the inspector of government works at Queenscliffe and his obituary said that his happy genial manner made him many friends.  [Source - Obituary - Queenscliffe Sentinel, August 20 1887, see here; death notice - The Argus, August 18, 1887, see here]

(5) Temperley, Edwards and A. M. Henderson - the runners-up in the design competition. They are listed as - J. R. Temperley, George H. Edwards and A.M. Henderson - in the Weekly Times August 9, 1879, see here.  

John Ridley Temperley. He was a mechanical and hydraulic engineer and joined up with George Edwards in 1879. In 1885 involved with a  friend in the invention of the Brennan torpedo; and in 1898 granted a patent for  Improvements in apparatus for raising, lowering, and conveying for transporting loads. [Kyneton Observer, July 17, 1879, see here; Geelong Advertiser, June 5 1885, see here; Australasian August 13, 1887, see here; Australian Town & Country Journal, August 6 1898, see here.]

George H. Edwards, architect and surveyor.  The Kyneton Observer article referred to above notes - We learn that Mr Geo. H. Edwards C. E. and Architect, late of Kyneton, has joined Mr J. R. Temperley, C. E. also of Kyneton, in his business in Melbourne. The firm is now practising under the style of Temperley and Edwards, Architects, Engineers, and Surveyors, at their new offices, Colonial Chambers, Collins-street west, Melbourne. Mr Edwards is well known here as an architect, and also in connection with the great iron bridge across the River Murray, at Echuca, having executed the design and superintended its erection under Mr W. B. Greene, C. E. We understand Mr Edwards has had extensive experience as architect and engineer, in Europe and the colonies, and has earned a reputation for good and economical instruction. Mr Temperley has for some years been successful as a mechanical and hydraulic engineer, and has recently been engaged in carrying out extensions of water supply, &c., at Echuca and elsewhere. Edwards sued the Richmond Council in 1883 over money he said he was owed for professional services in regard to Richmond Park bridge (see here) 

Anketell Matthew Henderson, C.E., F.R.V.I.A.,  lecturer of Architecture at Melbourne University and President of the Royal Victorian Institute of Architects.  He died November 15, 1922, aged 69.  Read his obituary in The Argus November 16, 1922, here.

(6) Falls Reef was located in the Yarra River, near Queens Bridge (end of Market Street). They were removed in 1883 - 1885, under the advice of Sir John Coode. See articles in The Argus of May 24, 1883, here and December 3, 1884, here.

The Bridge over the Murray River at Koondrook-Barham

The communities of Koondrook and Barham had been agitating for a bridge across the Murray River between the two towns from as early as 1892 when the local member, James McColl,  raised the issue in the Victorian Parliament (1). There was a punt which serviced the towns, but it was inadequate. Over a year later, October 1893,  the Koondrook Progress Association drew up a petition to the Minister of Public Works, praying for the erection of  a bridge over the Murray at Koondrook (2). 

The issue moved slowly with more enthusiasm for the bridge from Victoria than from New South Wales but as the Murray River 'belongs' to New South Wales they were responsible for bridge construction. In March 1898, the Victorian Minister for Public Works was to present a proposal for the bridge to the Cabinet, with the cost of the bridge estimated at £7000, to be divided equally between New South Wales and Victoria (3). However, at the same time Robert Hickson, the  New South Wales Under Secretary for Public Works and Commissioner for Roads presented  a report which dismissed the need for a  bridge essentially because the main portion of the traffic is served by river while that using the crossing is almost entirely local, it does not seem to me that there would be any justification for the erection of a bridge at this place, the cost of which may be estimated approximately at £8,000 to £9000, exclusive of the approaches on the Victorian side of the river.  Hickson described the two towns as Barham, which consists of besides the residences of three officials stationed there, less than half a dozen houses, and Koondrook, which is the Victorian town, of somewhat greater pretensions (4).

In response to Hickson's report a joint meetings of the  Barham Progress Association and the Koondrook Bridge League was held. They considered the report to be inaccurate in parts. They argued that if there was a decent bridge over the Murray then traffic would increase as wool from Moulamein and the stations north of Barham would all be sent to Melbourne by road to Barham and hence by rail from Koondrook, but currently the punt owners refuse to cross any loads exceeding 6 tons in weight except at owners' risk (5).

The Koondrook-Barham Bridge, c. 1909.

Barham Bridge. State Library of Victoria Image  H90.140/1040

There was more agitation over the next few years and in June 1900 real progress was made when Victoria and New South Wales each sent an engineer to the towns to make an inspection and take evidence in connection with the construction of the proposed Koondrook-Barham bridge (6).  Carlo Catani was sent from the Victorian Public Works Department and Ernest Macartney de Burgh, the  Assistant Engineer for Bridges,  from the New South Wales Department of Public Works. Carlo had previously worked with Ernest de Burgh on the Union Bridge at Albury, read about this here. The Kerang Times reported on this momentous event -
The public here at once recognised that the sister Government [N.S.W.] meant business. Mr De Burgh is the most eminent authority on bridge building in New South Wales. Of the ten bridges across the Murray he has built eight, and is thoroughly familiar with the river from Forest Hill to the South Australian border. During the past twelve years he has never superintended the construction of less than 50 bridges per year, and in some years the number was over 100. Mr Catani's reputation as an engineer is well-known in these parts. It was not surprising then that the hope which springs eternal in the human breast should rise in full tide at the advent of these distinguished officers (7).

 
The requirement for the bridge was all the more urgent because on June 5, 1900, two weeks before the arrival of the Engineers, the punt that serviced the towns sunk, as The Age reported -
The necessity of a permanent bridge across the Murray, between Barham and Koondrook, the site of which was inspected by the Minister of Public Works on a recent visit, was forcibly illustrated yesterday, when a punt, together with a valuable traction engine sank in 40 feet of water. The engine, the property of Messrs. Hackett and Wells, was being conveyed across the river from Barham, New South Wales, for log hauling at Arbuthnot's saw mills, Koondrook. Upon reaching deep water the punt, in consequence of the engine not being placed in the centre, tilted, and the engine canted over and disappeared in the river, while the punt also sprang a leak and sank. One end of the punt is visible. It is assumed that its back is broken. Fortunately, the men in charge escaped. The punt owner obtained an indemnity from the proprietors of the engine prior to attempting to cross. The obstruction is likely to endanger the river traffic. In consequence of the accident a large consignment of sheep from Riverina for the Melbourne market, intended for transmission via Koondrook, was diverted to Swan Hill. This means a serious loss to the local tramway, and there will be further instances until traffic is restored (8). 

Carlo and Mr de Burgh arrived in Kerang by train on Tuesday June 19, 1900. That night they took evidence at Kerang regarding the need for the bridge. On the Wednesday, they took the train (9) to Koondrook and inspected the proposed sites of the bridge, from both sides of the river and then took evidence at Koondrook.

What sort of evidence was presented in support of the bridge? 

The punt was unreliable - Mr Andrew O'Keefe, pastoralist and owner of Barham Station, said if there were a bridge at Barham he would entrain all his wool at Koondrook and other adjoining pastoralists would do so too. He had had five breakdowns on the punt with wool. There was no man with a valuable team who would risk the punt (10).

A bridge would open up settlement - From Mr. J. W. Chanter, stock inspector at Barham - About 160,000 acres of Crown land in the area mentioned would be made available for selection within the next three years, the lessee falling in. He considered all this would be eagerly applied for. Recently about 16,000 acres had been thrown open south of Moulamein and there was an average of 58 applicants for each block. He considered the demand would increase and the land become more valuable if a bridge were constructed. He anticipated a much closer settlement with in the next two years. The land was equal to and, in his opinion, superior to that on the Victorian side. The population of the area he referred to was about 2000. Three townships would be served by the bridge, Barham, Moulamein and Maude, in all of which there were town lots to be sold (11).

Stock Routes - Cr O'Donnell - The port of Barham had superior claims for the construction of a bridge than either Echuca or Swan hill. Drovers who came direct from Queensland and New South Wales said that the Moulamein-Koondrook stock route was the best watered, and best grassed, and 100 miles shorter (12).

Lack of a bridge impeded agricultural activities - R. J. Eagle, farmer and grazier, and secretary of the Barham Progress Association - Two seasons running he had carted his wheat to Barham a distance of 13 miles, and could not get a boat to take it away. It cost him 9d per bag for cartage 13 miles, and 6d per bag to take it across the punt to the tram. Carters would not trust their teams on the punt. If there were a bridge all the wheat to Sydney or Melbourne would go that way. If a bridge were built large areas would be put under wheat and another important industry, dairying, would flourish as the

land was suitable for it (13). 

The Koondrook-Barham Bridge.

Murray River & Bridge, Koondrook. Photographer: Rose Stereograph Co. 

State Library of Victoria Image H32492/7863

Statistics were presented at the sessions at Kerang and Koondrook by the Customs Officers at Barham and Koondrook. This was in the days before Federation when States had their own Customs Offices.  The statistics tell us a number of things - firstly that the trade was mainly from New South Wales to Victoria i.e. that the main market for the Barham farmers was Melbourne, not Sydney. Which meant that the bridge was more important for the people of Barham than the people of Koondrook. Secondly, the importance of sheep and wool to the local economy. The huge number of sheep exported through Barham to Victoria is interesting - over 90,000 sheep per annum in 1898 and 1899. 

Figures presented by Mr Chas. E. Johnson, acting Customs officer, Barham (14).  

Imports

General Goods - 1897 £7455; 1898 £5008; 1899 £4795.

Cattle - 1897 (20) £202; 1898 (80) £330; 1899 (17) £117.

Horses - 1897 (58) £848; 1898 (47) £396; 1899 (91) £897.

Sheep - 1897 (4324) £1338; 1898 (3441) £1155; 1899 (8548) £2728.

Total Value - 1897 £9823; 1898 £6979; 1899 £8537.

Exports

General Goods - 1897 £3472; 1898 £2421; 1899 £4497.

Cattle - 1897 (60) £190; 1898 (276) £1274; 1899 (652) £3260.

Horses - 1897 (31) £182; 1898 (111) £756; 1899 (158) £1152.

Sheep - 1897 (10,620) £4574; 1898 (92,453) £2897; 1899 (93,977) £41,668.

Pigs - 1897 (20) £27

Total Value - 1897 £8445; 1898 £32,563; 1899 £50,577.

Figures presented by Mr J. P. Madigan, Victorian Customs officer, Koondrook (15).

Imports

Cattle - 1897 (61) £162; 1898 (316) £1416; 1899 (726) £3937.

Horses - 1897 (15) £68; 1898 (86) £703; 1899 (152) £1130.

Sheep - 1897 (10,502) £4192; 1898 (93,118) £33,434; 1899 (96,885) £41,531.

Pigs - 1897 (20) £26; 1898 (1) £1; 1899 (2) £8.

Other imports —

(principally wool) 1897 £3555; 1898 £3588; 1899 £7386.

Total Value - 1897 £8003; 1898 £39,141; 1899 £54,093.

When the proceedings finished the Kerang Times reported that a vote of thanks to the two Engineers was moved and -

Mr De Burg (sic)  in responding said he would go carefully through the evidence and make a straightforward report to his Government. Mr Catani also responded and expressed pleasure at the straightforward way in which the evidence had been given. He thought his friend Mr De Burg by this time must be almost convinced that it was his duty to recommend his Government to return the compliment paid by the Victorian Government at Cobram and build the Barham bridge right away (16).

The bridge was approved and in December 1900 Mr de Burgh produced a sketch showing the design of the proposed bridge, with an estimate of cost, [which] has been forwarded to the Victorian Government for their convenience (17). After receiving this news from Mr de Burgh, Mr D. G. Rattray, the secretary of the Koondrook Bridge committee wrote to Mr Catani of the Public Works department, urging him to expedite the approval of design (18). However, Carlo had no control over the process and it wasn't until February 1902 that the specifications were completed and tenders could be called (19). In June 1902 it was reported that a tender from Monash and Anderson had been accepted (20). In July 1902 this letter was  sent from the Premier of Victoria to the premier of New South Wales - 

To the Hon. the Premier of New South Wales. Premier's office, Melbourne, 29th July, 1902. Sir, - In continuation of my letter No. 3422 of the 2nd inst., I have the honor to inform you that this Government concurs in the acceptance of the tender of Messrs Monash and Anderson for £9,473 14s 6d for the erection of a bridge over the Murray River at Barham and Koondrook and that it will meet progress payments as required from time to time. - I have, etc, W. H. Irvine, Premier. (21). 

But by the September still nothing had happened and it appears that the New South Wales Government had not formally accepted the tender and thus in December 1902 the tender process was re-opened. Finally, at the end of January 1903 the tender was awarded again to Monash and Anderson this time for £10,345 17s 2d (22). 

The firm of Monash and Anderson was formed in 1894 by John Monash and J.T. Noble Anderson (23). They were granted the Victorian rights to the Monier reinforced concrete construction system from Carter, Gummow & Co of Sydney and worked with them on the Anderson Street Bridge (also called the Morell Bridge). This bridge was completed in 1899 and was the first bridge in Victoria to use the Monier system. Monash and Anderson were responsible for many concrete bridges after this including the Fyansford bridge and the St Kilda Street bridge in Elwood (24). 

As you can imagine, after waiting so long for a bridge, the day the first pile was driven into the river for the new bridge was a day of celebration in the area.  It was Tuesday April 7, 1903 and the shire president (Mr. P. J. O'Donnell) drove the first pile of the Koondrook-Barham bridge across the Murray on Tuesday. A special train was run from Kerang, and a large number of leading citizens were present. Having started the pile driver from a barge in the centre of the river, Cr. O'Donnell returned to the shore where appropriate speeches were delivered and toasts honored (25).

The bridge under construction.

Kerang New Times, September 23, 1904 https://trove.nla.gov.au/newspaper/article/221079816

The bridge was not a concrete bridge it was of steel construction. The local paper, the Kerang New Times, had  a very detailed report of the bridge provided by the engineer in charge, Mr. J. R. A. Reed, C.E.  - here's an abridged version of their report, which you can read in full, here. 

The river at the point where the bridge is being constructed has a width of 270 feet, with high ground on each side, which obviates the necessity of any lengthy approaches. The bridge consist of two plain timber spans (each 30 ft.) at the shore ends, followed by two 104 ft. composite (wood and steel) truss spans, and a central or lift span of 58 ft. 4 in. in the centre. The shore end trusses are each carried on a group of 12 ironbark piles, strongly braced and strutted, while the trusses of the 104 ft spans and the lift span are borne on four massive cylinders filled with and bedded on concrete, which again is supported by piles driven a distance of 25 ft. into the river bed. Rising from the four cylinders are as many towers of steel which carry the appliances for raising the central span to allow the passage of the river boats, the total height of the tower and cylinders being 46 ft. 6 in. The centre, or lift span, is raised by means of a hand winch which carries the power by means of a wire rope attachment to the centre span, the weight of which is counterbalanced by leaden weights enclosed in cast iron boxes...The method of elevating is thereby rendered so simple that the span ran be raised or lowered by one man with only ordinary exertion. 

The decking of the bridge, which is placed 6 ft. above the highest known flood level consists with the exception of the short spans at the shore ends, which is decked with red gum, of tallow wood planking. ...The material for the iron and steel work was imported in the rough from Scotland and was built by Cowley, of the Eureka Iron Works, Ballarat, and is considered by experts who have examined it as being of first-class workmanship.

The bridge is an exact counterpart of the one recently erected at Cobram, also under the supervision of Mr Reid, and is a marked advance on the Swan Hill bridge, the truss spans of which are composed entirely of timber. The lift is also much lighter and more effective in design, and the mechanism less complicated (26).

Even though Koondrook did not get their bridge until seven years after Swan Hill, theirs was better! The Swan Hill bridge had opened in 1896.

The Koondrook-Barham bridge was formally opened on Saturday October 8, 1904 by the New South Wales Minister for Public Works, Mr Lee and his Victorian counterpart, Mr Cameron. Over 1,500 people attended the ceremony with a host of politicians and government officials, including Mr Davidson, the Inspector General of Public Works. Carlo was not listed amongst the guests, but  I wonder if he was there? A special train was run from Kerang for the occasion. The officials and the town band boarded the steamer, Rothbury, at the wharf which then sailed down the river and when nearing the bridge, the central span was raised and the boat steamed through to the strains of the band and the hooraying of the bystanders (27). 

The bridge with the centre span raised for the paddle steamer, Marion, c. 1950.

Paddle steamer 'Marion' on river at Barham. Victorian Railways photographer. 

State Library of Victoria Image H91.50/1984

The Koondrook bridge, which is heritage listed,  is still in operation. Between 2012 and 2018 the New South Wales Department of Transport carried out major restoration works, including mechanical repairs to the lift span (28). 

Trove list - I have created a list of articles on the agitation for and construction of the Koondrook-Barham bridge, you can access it here.

Footnotes

(1) Kerang Times, July 29, 1892, see here.

(2) Kerang Times, October 31, 1893, see here.

(3) The Argus, March 9, 1898, see here.

(4) Kerang Times, March 22, 1898, see here.

(5) Kerang Times, March 25, 1898, see here.

(6) Kerang Times, June 19, 1900, see here.

(7) Kerang Times, June 22, 1900, p. 2 Barham bridge article, see here.

(8) The Age, June 7, 1900, see here.

(9) Train was sometimes referred to as a tram. There was a Victorian Railways line to Kerang and then from Kerang to Koondrook  a tramway being a public one, owned by the Swan Hill Shire Council with money borrowed from Government, the gauge being the same as that of the Victorian railways, according to the Kerang Times of March 25 1898, see here. 

(10) Kerang Times, June 22, 1900, p. 2 At the Murray article, see here.

(11) Ibid

(12) Kerang Times, June 22, 1900, p. 2 Barham bridge article, see here.

(13) Kerang Times, June 22, 1900, p. 2 At the Murray article, see here.

(14) Ibid

(15) Ibid

(16) Kerang Times, June 22, 1900, At the Murray article, p. 3 see here.  

(17) Kerang Times, December 4, 1900, see here.

(18) Ibid

(19) Kerang New Times, February 28, 1902, see here.

(20) Sydney Evening News, June 17 1902, see here.

(21) Kerang New Times, September 19, 1902, see here.

(22) No action re tender - Kerang New Times, September 19, 1902, see here; Tender re-opened - Daily Telegraph, November 15, 1902,see here;  Tender acceptance - Sydney Evening News, February 2, 1903, see here. 

(23) Sir John Monash (1865-1931) - read his Australian Dictionary of Biograph entry, here. Joshua Thomas Noble Anderson (1865-1949)  read his entry in the Encyclopedia of Australian Science and Innovation, here.

(24) Vines, Gary National Trust Study of Victoria’s Concrete Road Bridges - National Trust of Australia (Victoria) Funded by VicRoads and Heritage Victoria (Biosis Research Pty. Ltd, 2008 revised 2010)

(25) The Age, April 9, 1903, see here.

(26) Kerang New Times, May 13, 1904, see here.

(27) Kerang New Times, October 11 1904, see here. There is another account of the opening in the Riverina Recorder of October 12, 1904, see here.

(28) Restoration works -  https://roads-waterways.transport.nsw.gov.au/projects/barham-bridge/  You can read the Engineers Australia report on the heritage significance of the bridge here https://portal.engineersaustralia.org.au/system/files/engineering-heritage-australia/nomination-title/Barham_Koondrook_Nomination.pdf